EP3983779B1 - Verfahren und vorrichtung zur vorausschauenden fahrzeugkontrolle - Google Patents

Verfahren und vorrichtung zur vorausschauenden fahrzeugkontrolle Download PDF

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Publication number
EP3983779B1
EP3983779B1 EP20746540.2A EP20746540A EP3983779B1 EP 3983779 B1 EP3983779 B1 EP 3983779B1 EP 20746540 A EP20746540 A EP 20746540A EP 3983779 B1 EP3983779 B1 EP 3983779B1
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EP
European Patent Office
Prior art keywords
vehicle
curve
characteristic curve
control command
specified
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EP20746540.2A
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German (de)
English (en)
French (fr)
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EP3983779A1 (de
Inventor
Hans Peter GIGERL
David LEMMERER
Johannes JANY-LUIG
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AVL List GmbH
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AVL List GmbH
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/06—Steering behaviour; Rolling behaviour

Definitions

  • the present invention relates to a method for operating a driver model for controlling a vehicle, a control device for operating a driver model for controlling a vehicle, the use of the control device for carrying out a test run for a vehicle and a computer program product.
  • vehicle speed requirement serves as an independent variable on the basis of which the behavior of the vehicle, such as pollutant emissions, is assessed.
  • driver models i.e. mathematical models for simulating the behavior of a driver when driving a vehicle, which calculate a difference between a current vehicle speed requirement and a current vehicle speed.
  • driver models attempt, for example, to minimize a calculated difference between a current vehicle speed requirement and a current vehicle speed using a PI controller.
  • driver models lead to the operation of a respective vehicle being geared only to a current vehicle speed requirement, which only partially reflects the behavior of a human driver when driving a vehicle.
  • the international patent application discloses WO2013/095237 A1 a method and module for controlling the speed of a vehicle based on its predicted speed.
  • the document WO2013/095242 A1 discloses a method and a module for determining at least one reference value which indicates how the speed of a vehicle is to be influenced and which can be used to control at least one control system of the vehicle.
  • EP2420423 A1 a method for specifying a rotational speed of a drive machine of a drive system comprising at least the drive machine and a hydrostatic drive unit.
  • controlling a vehicle using a driver model that is only optimized for a current vehicle speed requirement leads to frequent acceleration and deceleration processes, which in turn lead to increased fuel consumption and, as a result, increased pollutant emissions compared to operation by a human driver.
  • the object of the present invention is to at least partially take into account the problems described above.
  • it is an object of the present invention to enable operation of a vehicle using a driver model that enables maximum fuel or pollutant efficiency.
  • a method for operating a driver model for controlling a vehicle on a test bench comprises determining a predetermined target performance curve for the vehicle, which changes over time, from a test cycle to be run, determining a tolerance band for the target performance curve, wherein the tolerance band is limited by an upper limit line and a lower limit line, the upper limit line is determined using a course of the target power curve plus a predetermined upper tolerance value, and wherein the lower limit line is determined based on the course of the target power curve minus a predetermined lower tolerance value.
  • the method according to the invention comprises determining an expected characteristic curve for a performance of the vehicle to be expected in the future by extrapolating a performance development of the vehicle with a current setting of the vehicle for a prediction window with a predetermined time length, and releasing a control command by the driver model to change a setting of the vehicle in the event that the expected characteristic curve intersects at least one of the upper limit line and the lower limit line of the tolerance band within the temporal prediction window.
  • the speed of the vehicle is considered in particular.
  • a target speed is specified, which changes over time and can therefore also be described as a target speed curve or target power curve.
  • the speed of the vehicle is checked using its accelerator pedal and its brake pedal. As in test mode, pressing the accelerator pedal increases the actual speed quantitatively and pressing the brake pedal reduces the actual speed quantitatively.
  • the course of the actual speed in the form of a speed line should follow the course of the target speed as closely as possible.
  • limit deviations are specified, for example in the form of a lower limit line and an upper limit line, which represent a maximum and not to be exceeded deviation from the target speed.
  • the curve of the target speed and the curve of the actual speed are therefore not identical, but differ from each other.
  • the difference between the two curves varies in size.
  • controlling is to be understood as a control or regulation process.
  • releasing a control command is to be understood as a process in which a change in a setting of a vehicle is permitted and implemented accordingly by a provided control command, such as, for example, actuating a brake pedal.
  • a provided control command such as, for example, actuating a brake pedal.
  • releasing a control command is to be understood as an output of a control command on an output unit, such as, for example, a display and/or a loudspeaker, for implementation by a driver.
  • a target performance curve is understood to mean a predetermined sequence of driving performances to be provided by a vehicle, such as a vehicle speed, an engine power, a braking power, an acceleration power and/or a deceleration power.
  • a target performance curve is provided in particular in a diagram that spans a first axis over time and a second axis over a driving performance.
  • a “tolerance band” is to be understood as a range of values that changes proportionally to a respective target power curve and that is limited upwards by an upper limit line and downwards by a lower limit line.
  • the upper limit line and the lower limit line run in particular in defined temporal deviations or “offsets” and speed-dependent deviations or “offsets” from the target power curve.
  • the tolerance value can be specified, for example, by a user of a respective vehicle.
  • a first tolerance value can be specified for the upper limit line and a second limit value for the lower limit line. It is of course also conceivable that the first tolerance value and the second tolerance value are identical in terms of amount.
  • an "expected characteristic curve” is to be understood as a performance to be expected in the future or a "predictive behavior" of a respective vehicle.
  • An expected characteristic curve is calculated by extrapolating a performance development of the vehicle at a current Setting of the vehicle for a prediction window with a predetermined time length. This means that within a predetermined prediction window, i.e. a time window with a predetermined length of, for example, between 2 seconds and 20 seconds, preferably between 2 seconds and 10 seconds, more preferably between 2 seconds and 5 seconds, particularly preferably 4 seconds, the performance development of the vehicle is predicted or determined from at least one current performance value and, if applicable, historical performance values of the vehicle determined in the past.
  • an origin of the expected characteristic curve is usually within the tolerance band, i.e. between the lower limit line and the upper limit line.
  • the performance development of the vehicle superimposes the target performance curve.
  • a "vehicle setting” means a configuration of a vehicle, such as operating a vehicle with a predetermined pedal position.
  • the method presented is used in particular for the semi-automatic execution of a test run for a vehicle, in which selected control commands for controlling the vehicle by a driver are selectively released or specified by a driver model.
  • the method presented serves for the fully automatic execution of a test run for a vehicle, in which selected control commands for controlling the vehicle by a vehicle control device are selectively released by a driver model.
  • the method presented is based on a tolerance band, by means of which future vehicle behavior and future driving performance are included in a process for controlling the vehicle. Accordingly, the tolerance band provided according to the invention enables "predictive" control of a vehicle, in which the occurrence of opposing control commands, such as acceleration and braking, which are set at short intervals of time, for example within one second, is reduced. Accordingly The method presented enables a particularly uniform and, therefore, efficient operation of a vehicle with regard to fuel consumption and pollutant emissions.
  • a target performance curve i.e. a curve of the driving performance to be achieved by a vehicle over a specified time window
  • the respective driving performance to be achieved in the future is always known with reference to a current point in time within the time window.
  • the method presented provides that a control command to change the current driving performance of a respective vehicle is only released if an expected characteristic curve of the vehicle intersects a tolerance band of the target performance curve, e.g. at its upper limit line and/or its lower limit line.
  • a "prediction horizon" is used based on a prediction window with a predetermined duration or predetermined time length, within which an occurrence of an intersection point of the expected characteristic curve and the tolerance band leads to the release of a control command. This means in particular that a current setting of the vehicle is maintained if the expected characteristic curve and the tolerance band do not intersect within the prediction window.
  • duration or length of the prediction window provided according to the invention can change according to a predetermined mathematical relationship depending on the mileage currently provided or to be provided by the vehicle.
  • the prediction window provided according to the invention can be updated dynamically, ie in particular continuously as time progresses or "online". This means that the prediction window moves along the time axis when a respective target performance curve is followed at a current point in time. Accordingly, the prediction window always extends from a current point in time or a point in the past for a specified period of time until a corresponding point in the future.
  • the prediction window has a variable duration or length.
  • the length of the prediction window can be selected, for example, depending on the state of the vehicle, in particular depending on the current speed of the vehicle.
  • changing the settings of a respective vehicle in the event that the expected characteristic curve intersects the upper limit line comprises releasing a first control command which causes a reduction in a power output of the vehicle and changing the settings of the vehicle in the event that the expected characteristic curve intersects the lower limit line comprises releasing a second control command which causes an increase in a power output of the vehicle.
  • the power output of the vehicle is always kept within the tolerance band according to the invention.
  • a respective first control command activates a braking system of a respective vehicle and/or causes a reduction in a power output of the drive
  • a respective second control command configures a drive of the vehicle to provide a higher power output with respect to a current power output.
  • control commands for example to activate a braking system of a vehicle and/or to reduce the power output of a drive, for example by "lifting" an accelerator pedal, or to increase the power output of a drive of the vehicle
  • a driver or a vehicle control device can be informed of a change in a setting of the vehicle. This means that only those control commands are released that are required according to the method presented. In particular, it can be provided that control commands that are not required according to the method presented are blocked or not released.
  • a pedal control device can be switched from a blocked or non-released mode to an released mode.
  • an accelerator pedal and a brake pedal of the vehicle must be in a zero position.
  • a weighting factor is determined which changes as a function of a time interval between an intersection point of the expectation characteristic curve and the upper limit line or the lower limit line at a current point in time.
  • a respective intersection to be used with priority can be determined. For this purpose, it can be provided, for example, that an intersection occurring closest to a current point in time leads to a high prioritization and an intersection particularly far away from the current point in time leads to a low prioritization, so that the high-priority intersection is used first or before the low-priority intersection to release a control command according to the method presented.
  • a respective expected characteristic curve is determined on the basis of historical performance data of a vehicle in a predetermined time window starting from a current point in time, and the expected characteristic curve is determined under the assumption that a power output and/or a value of an acceleration of the vehicle remains constant in the prediction window.
  • a behavior of the vehicle can be reliably extrapolated.
  • a power output of the vehicle or a drive of the vehicle, a positive or negative acceleration of the vehicle, a torque output of the vehicle or the drive of the vehicle and/or any other technically suitable parameter for determining a movement pattern of the vehicle can be used to extrapolate the expected characteristic curve.
  • the prediction window is continuously updated, wherein within the prediction window a first test step continuously checks whether the expected characteristic curve intersects the upper limit line and a second test step continuously checks whether the expected characteristic curve intersects the lower limit line.
  • processes for releasing a first control command for decelerating a vehicle are carried out preferentially, so that, for example, if a first control command for decelerating the vehicle and a second control command for increasing a power output of a drive of the vehicle are to be released, only the first control command is actually released.
  • a predetermined procedure can be provided that brings a vehicle to a standstill.
  • a sequence of braking activity and/or recuperation can be provided, for example.
  • a course of the target power curve provided according to the invention can be evaluated in particular, so that the procedure is activated if the respective values of the target power curve decrease continuously from a current point in time for a predetermined period, in particular for the duration of the prediction window provided according to the invention.
  • the presented invention relates to a control device for controlling a vehicle during a test run by means of a driver model with at least one computing unit.
  • the computing unit comprises at least a first determination module for determining a predetermined target performance curve which changes over time from a test cycle to be run for the vehicle, a first determination module for determining a tolerance band for the target performance curve, wherein the tolerance band is limited by an upper limit line and a lower limit line, a second determination module for determining the upper limit line based on a course of the target performance curve plus a predetermined upper tolerance value, a third determination module for determining the lower limit line based on the course of the target performance curve minus a predetermined lower tolerance value, a second determination module for determining an expected characteristic curve for a performance of the vehicle to be expected in the future by extrapolating a performance development of the vehicle with a current setting of the vehicle for a predetermined time prediction window, and an enable module for enabling a control command to be provided by the driver model for changing the setting of the
  • the presented invention relates to the use of the presented control device for carrying out a test run for a vehicle.
  • the presented invention relates to a computer program product with program code means for carrying out all steps of the presented method when the program is executed on a computer.
  • the computer program product may be implemented as computer-readable instruction code in any suitable programming language such as JAVA or C++
  • the computer program product can be stored on a computer-readable storage medium such as a data disk, a removable drive, a volatile or non-volatile memory, or a built-in memory/processor.
  • the instruction code can program a computer or other programmable devices such as control devices in such a way that the desired functions are carried out.
  • the computer program product can be made available in a network such as the Internet, from which it can be downloaded by a user if required.
  • the computer program product can be implemented using a computer program, i.e. software, or one or more special electronic circuits, i.e. hardware, or in any hybrid form, i.e. using software components and hardware components.
  • FIG.1 A sequence 100 of a possible embodiment of the method according to the invention for setting a vehicle speed 113 as the performance of a vehicle to be set is shown schematically.
  • an upper limit line 109 and a lower limit line 111 of a tolerance band for a course of the target speed specification 103 are determined based on the input variables current target speed specification 103, tolerance time 105 and tolerance value or tolerance speed 107.
  • upper t Max v t + ⁇ v , Max v t ⁇ ⁇ t , ... t , ... , t + ⁇ t + ⁇ v
  • ⁇ t and ⁇ v are predefined parameters.
  • the parameter “v” corresponds to a mileage, such as a current speed 113 of a vehicle
  • “t” corresponds to the time, in particular in [seconds]
  • " V tol,lower ( t ) " corresponds to a value of the lower limit line 111 at the point "t”
  • “ V tol,upper ( t )” corresponds to a value of the upper limit line 109 at the point "t”.
  • a tolerance band can be determined using 5-dimensional vectors which each include values for " V tol,lower ( t ) " and “ V tol,upper ( t ) " at the points “t", “t+1", “t+2", “t+3” and “t+4", whereby their input variables include target power curve values at the points "t", “t+1”, “t+2", “t+3”, “t+4" and “t+6” as well as the parameters " ⁇ t” and " ⁇ v”.
  • " ⁇ t” can be limited to a maximum value of "2".
  • respective values for " V tol,lower ( t ) " and “ V tol,supper ( t ) " at the point "t+4" can be calculated using a target power curve value, such as a target speed curve value at the point "t+6".
  • a second step 115 based on a course 217 of the lower limit line 111 determined in step 101 and a course 215 of the upper limit line 109 determined in step 101 and taking into account the current vehicle speed 113 and the target speed specification 103, it is assessed whether an expected characteristic curve intersects the lower limit line 111 or the upper limit line 109 within the tolerance time 105 or within a prediction window corresponding to the tolerance time 105.
  • a first control command 315 is released to accelerate the vehicle.
  • a second control command 319 is released to decelerate the vehicle.
  • a brake pedal value approaches a value of "0" in a predetermined time window in the future or the brake pedal is released, and acceleration is planned after braking, the brake pedal is released prematurely with respect to a planned brake pedal course.
  • the brake pedal or a corresponding brake can be released as soon as the current speed of the vehicle is less than a value of the upper limit line 109 before acceleration. Accordingly, a control command for acceleration can be provided prematurely, i.e. before an acceleration time planned according to a predetermined driving course, thereby avoiding so-called "undershoots".
  • FIG. 2 a diagram 200 is shown which spans on an abscissa 201 over the time in [seconds] and on a first ordinate 203 over a vehicle speed in [km/h].
  • FIG. 2 a diagram 205 is shown which spans the abscissa 201, a brake pedal position in [%] on a second ordinate 207 and an accelerator pedal position in [%] on a third ordinate 209.
  • Diagram 200 shows a tolerance band 211 which runs approximately parallel to a target power curve 213, which may be, for example, a target speed curve, and is limited by an upper limit line 215 and a lower limit line 217.
  • the target power curve 213 is predetermined, for example, by a test, in particular by a test for measuring vehicle emissions. Accordingly, respective values of the target power curve 213 before and after a current point in time t0 are known.
  • an expectation curve 219 is shown, which intersects the lower limit line 217 at an intersection point 221.
  • Historical values of the expectation curve 219 which are based on real values of the speed of the vehicle in the past, are shown before the current time t0 by a speed line 223. This differs more or less from the target performance curve 213 depending on the control accuracy.
  • the speed line 223 is below or on the target performance curve 213 in the period from 34.5 seconds to 42.7 seconds and above the target performance curve 213 in the period from 42.7 seconds to 47.8 seconds.
  • Diagram 205 shows a progression 225 of a brake pedal position and a progression of an accelerator pedal position 227.
  • the brake pedal is depressed with varying degrees of force at the beginning of the period shown from 31 seconds to 35.4 seconds. After that, the brake pedal is no longer depressed.
  • the accelerator pedal position 227 is 0% in the period shown from 31 seconds to 46 seconds and is depressed at time t0, which is 46 seconds. Since the target power curve 213 drops to time 34.5 seconds and the speed line 223 is above the target power curve 213, a driver of the vehicle depressed the brake pedal with a value above 7% during this period.
  • the speed line 223 corresponds to the target power curve 213 and the driver reduced the actuation of the brake pedal until the brake pedal was completely released at time 35.4 seconds. From this point onwards, neither the brake pedal nor the accelerator pedal was actuated and the speed line 223 decreased evenly until the current time t0 (46 seconds).
  • intersection point 221 Within a prediction time window 229, which extends from time t0 (46 seconds) 4 seconds into the future to time 50 seconds, the expected characteristic curve 219 will intersect the lower limit line 217, as indicated by intersection point 221, while maintaining the current settings of the vehicle. Due to the occurrence of intersection point 221, a control command for changing the accelerator pedal position 227 is released, so that the driver is given a corresponding indication to actuate the accelerator pedal on a display and the driver accelerates the vehicle in order to keep the vehicle within the tolerance band.
  • control command can also be released in such a way that the control command is transmitted to a vehicle control device, which actuates the accelerator pedal accordingly or simulates an actuation of the accelerator pedal.
  • Figure 3 is a detailed sequence 300 of a procedure for releasing a control command, such as the control command for operating the accelerator pedal according to Figure 2 shown.
  • an expectation curve 305 of the future vehicle speed 301 is determined in an extrapolation step 303.
  • the expectation curve 305 can be extrapolated over a time window, starting from a current time t0 up to a predetermined value, such as 0.2 seconds in the past.
  • a vehicle model can be used to calculate the expected characteristic curve.
  • a lower limit line of a tolerance band of the target power curve 311 is determined using a lower tolerance value 307 and a target power curve 311.
  • the expected characteristic curve 305 determined in the extrapolation step 303 it is checked whether it intersects the lower limit line within a prediction window. If the expected characteristic curve 305 intersects the lower limit line, a first control command 315 for accelerating the vehicle is activated.
  • an upper limit line of a tolerance band of the target power curve 311 is determined using an upper tolerance value 307 and a target power curve 311.
  • the expected characteristic curve 305 determined in the extrapolation step 303 it is checked whether it intersects the upper limit line within a prediction window. If the expected characteristic curve 305 intersects the upper limit line, a second control command 319 is activated to decelerate the vehicle. Since only one control command is usually activated here, it is checked which of the two intersection points occurs first and the control command corresponding to the intersection point that occurs first is activated.
  • the control device 400 is used to control or regulate a vehicle during a test run by means of a driver model.
  • the control device 400 comprises a computing unit 401 and a memory 403 in which a computer program for carrying out all steps of the method according to the invention is stored.
  • the computer program configures the computing unit 401 to determine a predetermined target power curve for the vehicle by means of a first determination module 405, ie, for example, to load the target power curve from a memory 403, such as a cloud server, and to determine a tolerance band for the Target performance curve is determined using a first determination module 407.
  • the tolerance band is limited by an upper limit line and a lower limit line.
  • the upper limit line is determined by the computing unit 401 using a second determination module 409 based on a course of the target performance curve plus a predetermined upper tolerance value
  • the lower limit line is determined by the computing unit 401 using a third determination module 411 based on the course of the target performance curve minus a predetermined lower tolerance value.
  • the computing unit 401 uses a second determination module 413 to determine an expected characteristic curve for a performance of the vehicle to be expected in the future by extrapolating a performance development of the vehicle with a current setting of the vehicle for a predetermined temporal prediction window.
  • a release module 415 of the computing unit 401 releases a control command to be provided by the driver model for changing the setting of the vehicle in the event that the expected characteristic curve intersects at least one of the upper limit line and the lower limit line of the tolerance band within the temporal prediction window.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Feedback Control In General (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
EP20746540.2A 2019-06-13 2020-06-10 Verfahren und vorrichtung zur vorausschauenden fahrzeugkontrolle Active EP3983779B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50532/2019A AT522167B1 (de) 2019-06-13 2019-06-13 Verfahren und Vorrichtung zur vorausschauenden Fahrzeugkontrolle
PCT/AT2020/060241 WO2020247999A1 (de) 2019-06-13 2020-06-10 Verfahren und vorrichtung zur vorausschauenden fahrzeugkontrolle

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EP3983779A1 EP3983779A1 (de) 2022-04-20
EP3983779B1 true EP3983779B1 (de) 2024-07-31

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US (1) US20220258745A1 (ko)
EP (1) EP3983779B1 (ko)
JP (1) JP7569809B2 (ko)
KR (1) KR20220020885A (ko)
CN (1) CN113950439B (ko)
AT (1) AT522167B1 (ko)
WO (1) WO2020247999A1 (ko)

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JP2022535990A (ja) 2022-08-10
CN113950439A (zh) 2022-01-18
KR20220020885A (ko) 2022-02-21
US20220258745A1 (en) 2022-08-18
CN113950439B (zh) 2024-02-06
JP7569809B2 (ja) 2024-10-18
WO2020247999A1 (de) 2020-12-17
AT522167A4 (de) 2020-09-15
AT522167B1 (de) 2020-09-15

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